NATIONAL COLLEGE OF ENGINEERING

Affiliated to Tribhuvan University

Talchhikhel, Lalitpur

A REPORT ON
ANALYSIS ON BIDIRECTIONAL INTERACTIVE ELECTRIC VEHICLES
OPERATION MODE: VEHICLE TO GRID AND GRID TO VEHICHLE
VARIATIONS WITH SMART GRID

Submitted By

Madhu Sudhan Bhusal [NCE075BEL005]

Nabin Kumar Mukhiya [NCE075BEL006]

Prem Nath Sharma [NCE075BEL008]

Suman Shah [NCE075BEL012]

A PROJECT
SUBMITTED TO DEPARTMENT OF ELECTRICAL ENGINEERING IN
PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE
BACHELOR DEGREE IN ELECTRICAL ENGINEERING, DEPARTMENT
OF ELECTRICAL ENGINEERING

June, 2022
 NATIONAL COLLEGE OF ENGINEERING
Affiliated to Tribhuvan University
Department of Electrical Engineering

LETTER OF APPROVAL

The undersigned certify that they have read, recommended and comment to the
Institute of Engineering for acceptance of a project progress report in “ANALYSIS
ON BIDIRECTIONAL INTERACTIVE ELECTRIC VEHICLES OPERATION
MODE: VEHICLE TO GRID AND GRID TO VEHICHLE VARIATIONS WITH
SMART GRID” submitted by Suman Shah, Prem Nath Sharma, Nabin Kumar
Mukhiya and Madhu Sudhan Bhusal in partial fulfillment of the requirements for the
Bachelor’s degree in Electrical Engineering.

Date: June 20, 2022

…………………………………. …………………………………..
Supervisor External Supervisor
Er. Basuki Nath Jha Er. Sochindra Kumar Roy
Gaushala DCS, NEA IOE, Pulchowk Campus
 COPYRIGHT

The authors have agreed that the library, Department of Electrical Engineering,
National College of Engineering may make this report freely available for inspection.
Moreover, the author has agreed that permission for extensive copying of this project
report for scholarly purpose may be granted by the supervisor who supervised the
project work recorded here in or in their absence, by the Head of the Department
where in the project was done. It is understood that the recognition will be given to
the authors of this report and to the Department of Electrical Engineering, National
College of Engineering in any use of the material of this project report. Copying or
publication or the other use of this report for financial gain without the approval of
Department of Electrical Engineering, National College of Engineering and author’s
written permission is prohibited. Request for permission to copy or to make any other
use of this material in this report in whole or in part should be addressed to:

…………………………………….
Er. Suman Timilsina
Head of Department of Electrical Engineering
National College of Engineering
Talchikhel, Lalitpur

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 ABSTRACT

Due to increase in CO2 emission from conventional fuel type vehicles the modern
society is looking forward to use electrical vehicles as means of transportation. The
storage batteries in electrical vehicles open a new paradigm of opportunity to
participate in sharing power to the utility grid when it is needed. However, a reliable
conversion of dc power stored in batteries to ac power with proper grid code is
needed. Electric vehicles could potentially provide valued services to the power grid
when not being driven, reducing ownership costs.

Electric Vehicle batteries can be utilized as potential energy storage devices in smart-
grids. They can help in smart-grid energy management by storing energy when there
is surplus (Grid-To-Vehicle) and supplying energy back to the grid (Vehicle-To-Grid)
when there is demand for it. Proper infrastructure and control systems have to be
developed in order to realize this concept. Architecture for implementing a V2G-G2V
system in a smart-grid using level-3 fast charging of EVs is presented in this paper. A
smart-grid test system is modeled which has a dc fast charging station for interfacing
the EVs. Simulation studies are carried out to demonstrate V2G-G2V power transfer.
Test results show active power regulation in the smart-grid by EV batteries through
G2V-V2G modes of operation. The charging station design ensures minimal
harmonic distortion of grid injected current and the controller gives good dynamic
performance in terms of dc bus voltage stability.

V2G can also provide voltage regulation, voltage shaving, reactive power
compensation and distributed generation. This necessitates that an electric vehicle
battery charger be bi-directional, capable of sinking or sourcing real and reactive
power in AC grid.

This project evaluated the feasibility and practicality of vehicles providing a grid
ancillary service called regulation. Regulation is especially well suited to battery
electric vehicles: it involves fast-response changes in power above and below a
baseline. With the baseline set at zero power, the power fluctuations above and below
zero average out to approximately zero net energy over time. Hence, a vehicle’s
battery state of charge would vary in the short term, but would not become discharged
over time. A test vehicle was fitted with a bidirectional grid power interface and

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wireless internet connectivity, allowing power flow to or from the vehicle to be
dispatched remotely. An ‘aggregator’ function was developed to represent a
commercial middleman between a grid operator and multiple vehicles. Power
dispatch commands were sent wirelessly to the vehicle at few second intervals, and
the vehicle response was monitored and recorded. Results showed that wireless data
transmission times were within ISO system requirements, and that the energy
throughput through the battery due to regulation is similar to that of typical daily
driving. The value created by the service exceeds the battery wear out costs under
most operating assumptions. The long term effects on battery life were beyond the
scope of the study; however it was noted that battery capacity increased by about 10
percent during the testing.

Keywords: Bidirectional converter, Inverter, DC-DC, Vehicle-to-Grid, Grid-to-

Vehicle, vehicle-to-grid charger, Bi-directional power interface

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 ACKNOWLEDGEMENT

This study entitled “Analysis on Bidirectional Interactive Electric Vehicles

Operation Mode: Vehicle to Grid and Grid to Vehicle Variations with Smart
Grid” has been conducted to satisfy the partial requirement for the bachelor degree
on Electrical Engineering.

First and foremost, we want to be greatly thankful to the head of the department Er.
Suman Timilsina for his encouragement, for providing inspiration and continuing
guidance for accomplishing this project report. His valuable advice, suggestion and
instructive guidance have been one of the very motivating factors for sharpening and
shaping project report.

Our special thanks goes to the administration of National College of Engineering and
its entire staff’s for providing us good environment and lots of cooperation to conduct
this project. They helped us giving not only their valuable time, but also in all kind
cooperation and help during the period on matter of concern.

We want to extend our sincere thanks to our faculty teachers Er. Nawaraj Shrestha,
Er. Om Adhikari and Er. Prabin Gautam for their full support and guiding us with
their valuable inputs, suggestion for our project work.

Last but not least we would like to express our gratitude to our classmates and other
friends for their great assistance during the study.

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 ABBREVIATION

EV: Electric Vehicle

V2G: Vehicle-to-Grid

G2V: Grid-to-Vehicle

DC: Direct Current

AC: Alternating Current

DAB: Dual Active Bridge

ISO: Independent System Operator’s

PHEV: Plug in Hybrid Electric Vehicles

PEU: Power Electronics Unit

VMS: Vehicle Management System

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 TABLE OF CONTENTS
COPYRIGHT...............................................................................................................ii

ABSTRACT.................................................................................................................iii

ACKNOWLEDGEMENT...........................................................................................v

ABBREVIATION.......................................................................................................vi

LIST OF FIGURES..................................................................................................viii

LIST OF TABLES......................................................................................................ix

CHAPTER 1: INTRODUCTION...............................................................................1

1.1 BACKGROUND..............................................................................................1

1.2 PROBLEM STATEMENT...............................................................................2

1.3 OBJECTIVES...................................................................................................2

1.4 SCOPE OF THE DESIGN...............................................................................3

1.5 APPLICATIONS..............................................................................................3

1.6 BATTERY........................................................................................................3

1.7 LCL FILTER....................................................................................................4

1.8 BIDIRECTIONAL POWER FLOW................................................................5

1.9 THE GRID........................................................................................................5

1.10 BLOCK DIAGRAM.........................................................................................6

CHAPTER 2: LITERATURE REVIEW...................................................................6

CHAPTER 3: DESIGN................................................................................................7

3.1 BIDIRECTIONAL DC-DC CONVERTER.....................................................7

3.2 CHARGINIG AND DISCHARGING PRINCIPLE........................................7

3.3 VEHICLE TO GRID SYSTEM.......................................................................8

CHAPTER 4: CONTROL SYSTEM DEVELOPMENT.........................................8

4.1 DRIVER INTERFACE....................................................................................8

4.2 VEHICLE SOFTWARE AND V2G CONTROL..........................................11

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 4.3 CONCLUSION...............................................................................................11

REFERENCES.............................................................................................................12

LIST OF FIGURES

FIGURE PAGE

Fig 1: …………………………………………………………….…… 5

Fig 2: …………………………………………………………….…… 9

Fig 3: ……………………………………………………………….… 10

Fig 4: ……………………………………………………………….… 12

Fig 5: ……………………………………………………………….… 13

Fig 6: ……………………………………………………………….… 15

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Fig 7: ……………………………………………………………….… 15

Fig 8: ……………………………………………………………….… 16

Fig 9: ……………………………………………………………….… 16

Fig 10: ………………………………………………………………... 17

Fig 11: ………………………………………………………………... 18

Fig 12: ………………………………………………………………... 20

Fig 13: ………………………………………………………………... 22

Fig 14: ………………………………………………………………... 22

Fig 15: ………………………………………………………………... 23

Fig 16: ………………………………………………………………... 23

Fig 17: ………………………………………………………………... 24

Fig 18: ………………………………………………………………... 25

Fig 19: ………………………………………………………………... 26

Fig 20: ………………………………………………………………... 27

LIST OF TABLES

TABLE PAGE

Table 1: …………………………………………………………………… 14

Table 2: …………………………………………………………………… 19

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x
 CHAPTER 1: INTRODUCTION

1.1 BACKGROUND

Energy storage systems are important components of a smart-grid as they enable the
integration of intermittent renewable energy sources. Electric vehicle batteries can be
utilized as effective storage devices in smart-grids when they are plugged-in for
charging. Most personal transportation vehicles sit parked for about 22 hours each
day, during which time they represent an idle asset. Electric vehicles could potentially
help in smart-grid energy management by storing energy when there is surplus (Grid-
To-Vehicle) and feeding this energy back to the grid when there is demand for it
(Vehicle-To-Grid). V2G applied to the general power grid faces some challenges such
as; it is complicated to control, needs large amount of EVs and is hard to realize in
short term .

In this scenario, it is easy to implement V2G system in a smart-grid. The Society of

Automotive Engineers defines three levels of charging for EVs. Level 1 charging uses
a plug to connect to the vehicle’s on-board charger and a standard household (120 V)
outlet. This is the slowest form of charging and works for those who travel less than
60 kilometers a day and have all night to charge. Level 2 charging uses a dedicated
Electric Vehicle Supply Equipment (EVSE) at home or at a public station to provide
power at 220 V or 240 V and up to 30 A. The level 3 charging is also referred to as dc
fast charging. DC fast charging stations provide charging power up to 90 kW at
200/450 V, reducing the charging time to 20-30 minutes. DC fast charging is
preferred for implementing a V2G architecture in smart-grid due to the quick power
transfer that is required when EVs are utilized for energy storage. Also the dc bus can
be used for integrating renewable generation sources into the system. In majority of
the previous studies, V2G concept has been applied in the general power grid for
services like peak shaving, valley filling, and regulation and spinning reserves.

The V2G development in a smart-grid facility to support power generation from

intermittent renewable sources of energy is still at its infancy. Also, level 1 and level
2 ac charging is utilized for V2G technology in most of the works reported. These ac
charging systems are limited by the power rating of the on-board charger. An
additional issue is that the distribution grid has not been designed for bi-directional

1
energy flow. In this scenario, there is a research need for developing technically
viable charging station architectures to facilitate V2G technology in smart-grids.

This work proposes a dc quick charging station infrastructure with V2G capability in
a smart-grid facility.. The proposed architecture allows high power bi-directional
charging for EVs through off-board chargers. Effectiveness of the proposed model is
evaluated based on MATLAB/Simulink simulations for both V2G and G2V modes of
operation.

1.2 PROBLEM STATEMENT

The battery capacities of normal electric vehicle are ten times than that of the general
inverter used in our home. Most of time personal electric vehicle are on stationary
position and the battery resource during its unused time is not utilized with more
renewable in grid, it become more unstable. The present charging system is designed
only for grid to vehicle operation and all electric car thereby acts as load thus by
increasing electricity demand. So, bidirectional control have been implemented to
balance the grid by reading the frequency and adjusting charging and discharging
which could enable electric vehicle to participate not only to charge the battery but
also to utilizes the unused energy of electric vehicles batteries to push it back to the
power grid to help balance the grid while electric vehicle are parked for charging.

1.3 OBJECTIVES

The main objectives of the project are:-

 To design and develop a bidirectional charging circuit to perform vehicle to

grid and grid to vehicle operation.

Secondary objectives are:-

 To design a power monitoring system while interfacing EVs to the smart grid.
 To design and develop automatic control system for grid synchronization
during vehicle to grid operation.

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  To develop two way communication system to control V2G & G2V operation.

1.4 SCOPE OF THE DESIGN

 This project focuses on designing and verifying the operation of a V2G

charging/discharging system.
 The main focus is on the design of the bi-directional converter and inverter
control, as well as off-board charger control.

1.5 APPLICATIONS

This project can be implemented to all electric vehicles which support bidirectional
charging. When V2G has been implemented extensively enough, EVs can also
support the grid in a state of emergency. If extreme weather conditions cause breaks
in electricity, electric vehicles can maintain power for basic needs until the problem is
fixed. This will make the electricity system less vulnerable and less dependent on
external conditions.

3
1.6 BATTERY

In nearly all applications involving battery storage, a charge controller is necessary

and at the same time must be able to discontinue power flow when the battery is fully
charged or has reached a prescribed state. The controller should also be adjustable to
ensure optimal battery system performance under various charging, discharging, and
temperature conditions.

Fig 1. Three stage of Battery Control

Figure 2 shows a three-stage Battery control algorithm. Initially the charge controller
acts as a current source. If the charging mechanism is the grid, then full current will
be used for charging. This is the bulk charge stage. When the charging voltage
reaches a preset level, the bulk voltage, the charging mode is switched to constant
voltage mode or absorption charge stage. After the absorption mode is continued to a
preprogrammed time, the charging voltage is decreased to the float voltage. This float
voltage is maintained by the charge controller and must be set to a level that will not
damage the battery. During the discharge cycle, the charge controller, ideally, should
stop the discharging of the batteries at exactly at the prescribed set point. The vehicle
modeled is the Chevrolet Volt that comes with a Lithium-ion battery. This battery is
preferred over other batteries most other car use today which is the nickel metal
hydride battery. The lithium-ion battery, built by General Motors, will be the
preferred battery used in the Chevrolet Volt because of its performance and sizing
package. The lithium-ion battery provides about two to three times the power of the

4
nickel metal hydride battery in a smaller package. Several advantages to the lithium-
ion battery are its high efficiency, superior specific energy and power, long life, lower
initial material cost and fewer replacements, high cell voltage which leads to fewer
cells, higher energy-to-weight ratio, suffers little or no memory (lazy battery) effect
which can occur when batteries lose their maximum energy capacity, and recharging
the vehicle will take about eight hours using a 120V and less than three hours on
240V.

1.7 LCL FILTER

The importance of the filter is to filter out the sinusoidal currents delivered to the grid.
Without the filter, non-sinusoidal currents, including higher-order harmonics are
transferred to the grid which may cause non-sinusoidal voltage drop across the line
impedance and increase the voltage distortion supplied to the load. The LCL low-pass
filter is used rather than L or LC filter because of the advantages it supplies to the
user. A third-order LCL filter is connected the between the inverter and the grid so it
may handle high switching frequency switches such as the IGBT and reduce the
switching frequency ripple. It is consists of smaller inductance values in comparison
to the L type filter, thus it is used in high-powered, low frequency current controlled
grid-connected converters. With the small component values, the filter provides
higher harmonic performances and good attenuation is achieved at a reasonable filter
cost.

1.8 BIDIRECTIONAL POWER FLOW

For many power electronics applications, especially PV systems, the basic

requirement for efficient control is that the circuit should be capable of handling
bidirectional power flow, i.e., energy transfer should be possible from the grid to
battery during charging mode and battery to grid in discharging mode. A bidirectional
charger will need to function smoothly in both directions. While in discharge mode,
the charger should return current in a similar sinusoidal form that complies with
regulations. In the bidirectional block diagram in figure 3, an AC waveform is passed
through the filter to remove unwanted harmonics. The AC waveform is then rectified
into DC waveform as it passes through the bidirectional inverter. The bidirectional
DC-DC converter then steps up the voltage to that of the battery to ensure a proper

5
charging voltage. In discharge mode, the charging mode is reversed. The bidirectional
DC-DC converter steps down the voltage to that of the rectified grid. The DC
waveform is then passed through the inverter back into a unipolar modulated signal
and out through the filter producing an AC waveform acceptable to the grid.

1.9 THE GRID

The grid is an interconnected web of production and consumption centers and its
basic function is to move power from where it is generated to where it is utilized. This
“power system” must balance generation and load, or supply and demand while the
energy flow is in the form of real and reactive power. The system frequency must be
kept at, or very near to, its nominal frequency – 50Hz in the Federal Democratic
Republic of Nepal, or 60Hz in many other countries. Any deviation from this requires
action by the system operator. If the frequency is too high, that means there is too
much power being generated in relation to load. Therefore, the load must be increased
or the generation must be reduced to keep the system in balance. If the frequency is
too low, then there is too much load in the system and the generation must be
increased or the load reduced. V2G power will serve as an ancillary service in the
electric power system. Ancillary services are necessary for maintaining grid
reliability, balancing the supply and demand, and supporting the transmission of
electric power from seller to purchaser..

1.10 BLOCK DIAGRAM

Grid
Buck/Boost
Battery converter Bidirectional Filter
Inverter

6
 CHAPTER 2: LITERATURE REVIEW

Electric vehicle battery chargers have attracted more attention for research in the past
decade. The current architecture of a typical electric vehicle battery charger converts
the utility grid AC voltage to battery pack voltage using two stage power conversions.
The first stage is an AC-DC Converter; it rectifies the AC voltage from the utility to
DC voltage at unity power factor. The second stage is an isolated DC-DC converter
which provides galvanic isolation with battery charging controls. The controls of the
AC-DC converter and the DC-DC Converter are synchronized using a common
master controller.

7
 CHAPTER 3: DESIGN

This System can be broken down into multiple sub-systems

 Bidirectional DC-DC Converter

 Bidirectional Inverter
 LCL Filter
 Model of a Li-Ion Battery

The intent of the design was to provide a proof of concept for the system to allow
later development in capacity and complexity.

3.1 BIDIRECTIONAL DC-DC CONVERTER

The bidirectional DC-DC converter key performances are as follows

 Single converter
 Simplicity using minimal storage elements
 Allowing bi-directional current flows or charging and discharging modes
 Control battery charging and discharging current
 It boost the DC voltage and also step down the voltage coming from the grid.

8
 CHAPTER 4: CONTROL SYSTEM DEVELOPMENT

4.1 DRIVER INTERFACE

A vehicle that is a participant in a V2G system would have a web-based home page to
allow the vehicle driver to set up various default parameters and track the status of the
vehicle. Sample web pages were developed to demonstrate the types of user
interaction that might be accommodated Figure 12 shows a ‘home page’ for the
vehicle that would be reached after the driver logs in with a user name and password.
This page shows the status of the vehicle: whether V2G is active or not, its location,
battery state of charge, and (possibly) a cumulative V2G value generated for the
month

9
 Fig 2. V2G Home Page

The page has a few linked functions. There is a link to a user profile page where
default information about the driver and vehicle is setup. The other main functions are
a listing of any exceptions to the default usage profile and links to pages to edit or
delete these exceptions. By having a user enter significant exceptions to the default
profile, it will help the aggregator develop a more accurate advance picture of the
available capacity profile, which will allow for more accurate bidding into the
advance markets. Examples of significant exceptions might include periods where the
vehicle is away on a vacation trip and wouldn’t be connected to the grid for an
extended period, or when the vehicle was parked for an extended period connected to
the grid (such as at an airport when the owner was away on a trip). Once the number
of vehicles becomes very large, it may not be necessary to track exceptions, as the

10
relative effect on the total caused by any individual exception is negligible. The pages
for setting up exceptions are shown in Figure 13

Fig 3. Page to input exception to default usage.

Figure 14 shows the user profile page. This setup page includes pull down menus to
select vehicle type and to select a minimum acceptable battery state of charge. The
minimum state of charge value represents the lowest state of charge that driver will
accept during the time the vehicle is providing regulation services. The battery will
undergo swings in state of charge as the vehicle cycles energy to and from the grid.
Extended periods of regulation up (battery discharging into the grid) could result in
discharge of the battery pack down to this lower limit. In this case, the aggregator
would have to stop further regulation up (discharge) for that vehicle and allocate the
lost regulation up from that vehicle out among the other on-line vehicles. (Part of the
testing goals of this project was to assess how often a lower state of charge limit
would be reached in practice.

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4.2 VEHICLE SOFTWARE AND V2G CONTROL

The overall architecture of the test vehicle’s power system is shown in Figure 12. The
standard components common to an electric vehicle without V2G include the string of
battery modules, the power electronics unit (PEU), the drive motor, recharge port, and
the Vehicle Management System (VMS). The components added to provide wireless
control of V2G capability consist of a control computer and wireless modem. The
control computer serves as the interface between the modem and the VMS. It tells the
VMS when to switch the PEU into V2G mode, and converts V2G power commands
into AC line current commands based on the nominal grid connect voltage sensed by
the system. It also reports back several operational parameters (such as voltage,
current, amp hours, battery temperature) to the aggregator over the wireless link.

Fig 4. Architecture of Vehicle Power System with V2G Capability

4.3 CONCLUSION

Modeling and design of a V2G system in a smart-grid using dc fast charging

architecture is presented in this paper. A dc fast charging station with off-board
chargers and a grid connected inverter is designed to interface EVs to the smart grid.
The control system designed for this power electronic interface allows bi-directional
power transfer between EVs and the grid. The simulation results show a smooth
power transfer between the EVs and the grid, and the quality of grid injected current
from the EVs adheres to the relevant standards. The designed controller gives good
dynamic performance in terms of dc bus voltage stability and in tracking the changed
active power reference. Active power regulation aspects of the smart grid are
considered in this work, and the proposed V2G system can be utilized for several

12
other services like reactive power control and frequency regulation. Design of a
supervisory controller which gives command signals to the individual EV charger
controllers is suggested for future research.

REFERENCES

[1] Institute of Electrical and Electronics Engineers, IEEE Distributed Resources and
Electric Power Systems Interconnection (P1547) web page:
http://grouper.ieee.org/groups/scc21/1547/

[2] S. Vasconcelos Araju, A. Engler, F. Luiz Marcelo Antunes, LCL Filter design for
gridconnected NPC inverters in offshore wind turbines, ISET e.V. Universitat
Kassel, Universidade Federal do Ceara.

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[3] Jih-Sheng Lai; Nelson, D.J.; , "Energy Management Power Converters in Hybrid
Electric and Fuel Cell Vehicles," Proceedings of the IEEE , vol.95, no.4, pp.766-
777, April 2007.

[4] Yu Du; Xiaohu Zhou; Sanzhong Bai; Lukic, S.; Huang, A.; , "Review of non-
isolated bi- directional DC-DC converters for plug-in hybrid electric vehicle
charge station application at municipal parking decks," Applied Power Electronics
Conference and Exposition (APEC), 2010 Twenty-Fifth Annual IEEE , vol., no.,
pp.1145-1151, 21-25 Feb. 2010.

[5] Dylan C. Erb, Omer C. Onar and Alireza Khaligh “Bi-Directional Charching
Topologies for Plug-in Hybrid Electric Vehicles”

[6] Trowler, Derik, and Bret Witaker. "Bi-Directional Inverter and Energy Storage
System." 2008. MS. Univeristy Of Arkansas. Web. ..

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